Combined carbureter and transfer-port.



A. F. HOWELL.

COMBINED CARBURETER AND TRANSFER PORT. APPLICATION FILED 050.30.1915.

9,006. Patented Dec. 24, 1918.

2 SHEETSSHEET I.

A. F. HOWELL. COMBINED CARBURETER "AND TRANSFER PORT.

I APPLICATION FILED DEC. 30. I915. 1,289,0. Patented Dec. 24,1918.

2 SHEETS-SHEET 2.

w Hg 42 EJ'NTTED STATES ENT QFEEQE.

ARTHUR I". ROWELL, OF MILWAUKEE, WISCONSIN, ASSIGNOR TO A. 0. SMITH COMPANY, OF MILWAUKEE, WISCONSIN, A CORPORATION OF WISCONSIN.

COMBINED CARBURE'IER AND TRANSFER-PORT.

Specification of Letters Patent.

Patented Dec. 24, 1918.

To all whom it may concern:

Be it known that I, ARTHUR F. HOWELL, a citizen of the United States, residin at Milwaukee, county of Milwaukee, and tate of WVisconsin, have invented new and useful Improvements in Combined Carbureters and Transfer-Ports, of which the following is a specification.

My invention relates to improvements in two cycle internal combustion engines.

The object of my invention is to combine the carbureting throttling and transfer mechanism with a view to providing for a common control with a simultaneous adjustment of the controlling or regulating members, thereby not only reducing the number of parts to be manually operated, but increasing the effectiveness of the control and securing economy of fuel, by throttling the air and fuel inlets simultaneously and in the same operation which controls the volume of the charge delivered to the cylinder.

In the drawings- Figure 1 is an elevation of a two cycle internal combustion engine cylinder, showing the arrangement of the ports which my improved carbureting and transfer mechanism control.

Fig. 2 is a horizontal sectional view of the carbureting and transfer mechanism, drawn to a plane cutting the air inlet and transferports.

Fig. 3 is a vertical sectional view of the same, drawn to a plane which includes the axis of the transfer port.

Fig. 4 is a sectional view, drawn to the plane indicated by line wm of Fig. 2.

Like parts are identified by the same reference characters throughout the several views.

The cylinder 1 of my improved two cycle internal combustion engine and crank chamber 2 maybe of ordinary construction. Port 3 admits carbureted air to the crank chamber, port 5 is the crank chamber delivery port, and port 6 is the inlet port of the cylinder for delivery of the combustible charge above the piston.

The controlling apparatus comprises a detachable Casing 10 having a horizontal cylindrical bore 11 in which cylindrical slide valves 12 and 13 are mounted. At its inner side this casing is provided with a port 15 adapted to register with port 3, another port 16 adapted to register with port 5, and a third port 17 adapted to register with port 6. when the casing is in position for use. The casing also has a port 18 in its outer wall directly opposite port 15 for admission of air from the exterior.

A float chamber 20 is connected with the casing 10 and is adapted to deliver fuel into the cylindrical bore 11 thereof through a transverse duct 21 and a longitudinal duct 22, the latter being contracted at 23. The duct 22 is formed in a projecting stem 24: at the end of the casing and the outer end of said duct is closed by the plug 26.

A needle valve 28 connected with the slide valve 12, is adapted to fit the portion 23 of the longitudinal duct 22. This valve is progressively flattened along one side, as in dicated at 30. whereby when the valve is partially withdrawn from the duct 22, the delivery of liquid fuel from the fioat chamber to the interior of the valve casing 10 may be very accurately regulated, the degree of movement of the needle valve 28 determining the capacity of the opening thereby provided in the fuel inlet port.- 23.

The slide valves 12 and 13 are connected by a stem 35. An operating rod 36 is connected with the slide valve 13 and extends through the end of the casing opposite that occupied by the needle valve 28. A compression spring 37 interposed between slide valve 13 and this end of the casing, tends to hold all of the valves 12, 13 and 28 in closed position. A tubular extension 38 serves as a cap for the end of the casing 10 and also provides an elongated socket for the spring 37, whereby a spring of sufficient length to secure the required sensitiveness may be employed. The slide valve 13 controls communication between the transfer ports 16 and 17. The slide valve 12 controls communication between the air ports 18 and 15, while the needle valve 28, as above stated, controls the delivery of liquid fuel from the float chamber 20 into the casing. It will be observed that the liquid fuel will be admitted from the duct 22 through port 23 directly into the path of air passing from port 18 to port 15, when valve 12 is wholly or partially open.

It will be observed that the casing 10 constitutes a chambered and ported member which is sub-divided by the valves 12 and 13, and particularly by the valve 12 which, when open, either wholly or partially, serves as a partition to separate the air passage from the transfer passage, the air passage comprising the port 18, the portion of the cylindrical bore 11 at the right of valve 12, and the port 15 leading to the crank case. The transfer passage comprises the port- 16, the portion of the bore 11 between the valves 12 and 13, and the port 17. The valve 13 piston slide valves 12 and 13 also serve as guide members to accurately position and control the movement of the needle valve.

It will be observed that the crank chamber port 5 is so located that when the piston 39 is at or near the limit of its expansion stroke, a port 40 therein will register with port 5, the cylinder port 6 being simultaneously uncovered by the piston, whereby the charge may be delivered from the crank case through the transfer passage to the cylinder. The port 3 connects with the cylinder at an intermediate point, this port being a little below port 6 and a little above port 5. It is also preferably offset from a vertical line connecting the ports 5 and 6. In the construction shown, the port 3 leads outwardly and upwardly through a tubular projection 41, having clamping ears 42 adapted to register with similar clamping ears 43 formed on the casing 10, whereby the carbureting end of the casing 10 may be spaced from the cylinder wall and adequately supported.

In operation, during the initial upward movement of the engine piston 39, the ports 5 and 6 will both be closed by such piston. The continued upward movement will then create a partial vacuum in the crank chamber. When the piston nears the limit of its upward movement, it will first uncover port 5 and then uncover port 3, as indicated by dotted lines in Fig. 1, but port 6 will remain closed. When port 3 is uncovered, air will rush in through the air passage to satisfy the partial vacuum in the crank chamber. The suction exerted from the crank chamber will also draw a quantity of liquid fuel through the fuel inlet port 23, the fuel being discharged into the path of the incoming air, which atomizes it and carries it with the air into the crank chamber. The piston slide valves 12 and 13 are of course assumed to be wholly or partially open, be ing held in the desired position by means of the operating rod 36. To reduce the speed of the engine, the pull upon the operating rod is relieved, whereupon the spring 37 will push the valves toward closed position, simultaneously throttling the transfer passage, the air passage and the fuel inlet passage. It is therefore obvious that the capacity of each of these passages is positively and mechanically controlled, and with the passages and valves properly proportioned, the relative proportions of air and fuel may be exactly regulated in accordance with the requirements ofthe engine, and the volume of the charge delivered to the cylinder may also be regulated, whereby the engine is made instantly responsive to a controlling adjustment of the valves. I attach considerable importance to this feature, since an independent adjustment of a throttle valve, controlling only the volume of the charge delivered to an internal combustion engine, is apt to result in an imperfect mixture with either too much or too little hydrocarbon, at least until the engine has readjusted its speed in conformity with the requirements imposed by the throttle valve in its new position of adjustment.

I claim:

1. A two cycle engine including the combination with an engine cylinder and'crank case, each having inlet ports, and the crank case having an outlet port for delivery of combustible charges to the cylinder port, of a chambered member covering said ports, and provided with air and fuel inlets, and a set of valves in said member, connected for joint operation, and adapted to both control and direct the flow of fluid through said ports, whereby the air and fuel are directed to the crank chamber and the mixture delivered therefrom to the cylinder.

2. A two cycle internal combustion engine including the combination of an engine cylinder and crank case, said crank case being ported for air admission, and the'cylinder and crank case also having transfer ports of a chambered member having an inner face ported for registry with the cylinder and crank case ports and also having air and fuel inlets, and a valvemechanism arranged to vary the capacity of said ports simultaneously and also to subdivide said member into carbureting and transferring passages.

3. A two cycle internal combustion engine including the combination of an engine cylinder and crank case, said crank case being ported for air admission, and the cylinder and crank case also having transfer ports, of a chambered member having an inner face ported for registry with the cylinder and crank case ports and also having air and fuel inlets, and a valve mechanism ar ranged to vary the capacity of said ports simultaneously and also to subdivide said member into carbureting and transferring passages, together with a piston in said cylinder arranged to cover and uncover the crank case and cylinder ports, to time the admission of air and fuel to the crank case and the delivery of combustible charges to the cylinder.

4. In combination, the cylinder and crank case of an internal combustion engine, a transfer member having a passage communicating therebetween and provided with an air inlet passage extending across one end of the transfer member, a valve for said inlet passage, a controlling valve for the transfer passage in said transfer member, means for delivering liquid fuel into said air inlet passage, and a needle valve controlling fuel delivery connected with the said controlling valve and air inlet valve for simultaneous operation therewith.

5. A combined carbureter and transfer member including the combination of a chambered and ported member adapted to form carbureting and transfer passages, a valve separating said passages and controlling deliveries through one of them, a fuel inlet duct. and a valve connected with the first mentioned valve and controlling deliveries through the fuel inlet duct, said valve being longitudinally alined with the first mentioned valve and both being held in fixed relation to each other.

6. A combined carbureter and transfer member including the combination of a chambered member, provided with carbureting and transfer passages opening through its side walls, and a fuel inlet port in one end wall, a set of piston valves, controlling the carbureting and transfer pas sages, a rod connecting said valves and extending across the transfer passage when the valves are open, a needle valve connected with the valve controlling the carbureter passage and projecting into the fuel inlet port, and an operating stem connected'with the transfer passage valve.

7. A combined carbureter and transfer member including the combination of a chambered member, provided with carbureting and transfer passages opening through its side walls, and a fuel inlet port in one end wall, a set of piston valves, controlling the carbureting and transfer passages, a rod connecting said valves and extending across the transfer passage when the valves are open, a needle valve connected with the valve controlling the carbureter passage and projecting into the fuel inlet port, and an operating stem connected with the transfer passage valve, together with a spring adapted to normally hold all of said valves in closed position.

8. A combined carbureter and transfer member including the combination of a chambered member, provided with carbureting and transfer passages opening through its side walls, and a fuel inlet port in one end wall, a set of piston valves, controlling the carbureting and transfer passages, a rod connecting said valves and extending across the transfer passage when the valves are open, a needle valve connected with the valve controlling the carbureter passage and projecting into the fuel inlet port, and an operating stem connected with the transfer passage valve, said needle valve being progressively flattened along one side.

9. A combined transfer member and car bureter, including the combination of a chambered and ported member, a set of piston valves subdividing the interior of said member and connected with each other, an

operating stem connected with one of the 10. A combined carbureter and transfer port for two cycle internal combustion engines, including a chambered member hav ing an inner face adapted to fit an engine body and provided with transfer ports opening through said face at different levels, a.

said member also having an air portopening through said inner face and also the exterior through an outer face, in combination with a set of valves connected with each other and simultaneously controlling said ports to open or close each in prede termined proportion to the others, and a common operating member connected with said valves.

11. A combined carbureter and transfer port for two cycle internal combustion engines, including a chambered member hav ing, an inner face adapted to fit an engine body and ported to provide crank chamber inlets and outlets and a cylinder inlet, said chambered member also having a port c0mmunicating with the exterior, and a fuel in let port, in combination with a set of connected valves subdividing said member to form air inlet and transfer passages, said l valves being adapted to simultaneously open or close said ports, each in definite proportion to the others.

In testimony whereof I afiix my signature in the presence of two witnesses.

ARTHUR F. HOWELL. Witnesses:

CHAS. BoLL, F. H. W. BECKER. 

